OBJECTIVES: Social support was previously regarded as acting only a stress modifier, but many recent studies have found a direct effect on stress. The purpose of this study is to evaluate the role of social support on job stress and psychosocial stress to determine whether it acts via direct effect or indirect effect. METHODS: This study was performed in May 2003. The study population consisted of 425 male workers in an automobile factory in Korea. Data were collected with structured self-administered questionnaires. We used JCQ(Job Contents Questionnaires) to measure job stress and social support, and PWI-SF(Psychosocial Well-being Index-Short Form) to measure stress outcome. We analysed the relationships using Structural Equation Modeling software AMOS4. RESULTS: It was found that social support acts both as a direct stressor and an indirect stressor via job stress. However the direct effect was double the indirect effect. CONCLUSIONS: The direct effect of social support on stress was the more major. Therefore social support is an independent stressor rather than a stress modifier in automobile factory workers.
Automobiles* ; Humans ; Korea ; Male ; Questionnaires

Automobiles ; China ; Humans ; Occupational Exposure ; Risk Assessment

The incidence rate of industrial accidents tends to decrease since 1984. It seems to be caused by the active prevention activities for industrial accidents, however, there has been some concern for under-reporting of industrial injuries and illnesses. This study was carried out to assess the status of injury occurrences and industrial accident reports. The author reviewed and analysed the record from an infirmary of an automobile related factory from May 1994 to April 1998. The results obtained were as follows; 1. The number of injuries were 665 spells during four years and incidence rates per year per 100 persons were 39.57(1995), 39.04(1996) and 36.86(1997). The incidence rate of industrial injuries that needed over four days of medical treatment were 4.32 %, 6.51 % and 4.90 %, respectively by the year. 2. The highest incidence rate by age was the 20-29 age group (46.30 %) and by working duration was the under five years group (46.18 %). 3. A total of 665 injuries were occurred by 244 workers. Workers who experienced over five accidents were 41 persons (16.8 %) with 285 injuries and the proportion of total spells was 42.9 %. 4. Workers who experienced over 5 accidents were the younger group, had under five years working duration and worked at the position of frequently using hand tools. 5. Among the 665 spells, the injuries that needed over four days of medical treatment were 93 spells (14.0 %) and the reported proportion as an industrial accident was 8.6 % (eight spells). The results suggest that improvement of the report system is required to enhance the accuracy and reliability of the industrial accident statistics, and analysing all accidents would be necessary to setup the strategy for prevention even if they are minor injuries.
Accidents, Occupational ; Automobiles* ; Hand ; Humans ; Incidence ; Plants*

Pneumocephalus is defined as the presence of air within the cranial cavity. Trauma such as automobile accidents, motorcycle accidents, and missile injuries is the most common cause of pneumocephalus. There have previously been four reported cases of pneumocephalus following stab wounds to the neck in the English literature. We present an unusual case of pneumocephalus following a neck stab wound with a review of the literatures.
Automobiles ; Motorcycles ; Neck ; Pneumocephalus ; Wounds, Stab

Drowsy driving is a major cause of automobile crashes which can lead to more serious injuries than other causes of traffic accidents. Here, we review the accumulated scientific evidences and legal decisions of drowsy driving in various countries. Also, we highlight recent institutional strategies and developing technologies for prevention of drowsy driving. To prevent drowsy driving, raising public awareness as well as collaboration of professionals in various fields are requisites.
Accidents, Traffic ; Automobiles ; Cooperative Behavior ; Sleep Deprivation ; Sleep Wake Disorders

Sternal fractures, once thought of as an uncommon phenomenon, have occurred with an increasing frequency, paralleling the incidence of motor vehicle accidents. The tremendous force necessary to cause sternal fracture and this bone's prominent position overlying major intrathoracic and mediastinal structures, have important implications in the assessment and treatment of patients. This evaluation is based on the review of 72 patients of traumatic sternal fracture treated at the Department of Thoracic and Cardiovascular Surgery, Seoul Adventist Hospital during the last 4 years from March 1993 to February 1997. The frequency was 12.2% of nonpenetrating chest trauma and average age was 43.2 years old. Automobile accidents (84%) and sternal body fractures (95.8%) with anterior displacements (19.4%) was the most common cause and fracture site. Increase of cardiac isoenzymes was more frequent and higher in sternal fracture than chest contusion but there was no relationship between the time to take normalization of them and the mode of trauma.
Automobiles ; Contusions ; Humans ; Incidence ; Isoenzymes ; Motor Vehicles ; Seoul ; Thorax

Automobile airbags have been shown to reduce morbidity and mortality in the event of a vehicle crash; however, new problems have been identified. Among these problems, direct injury from the airbag itself has become a serious concern. This suggests that an airbag itself may not be safe. Burn injury from airbags accounts for about 7.8% of all injuries caused by vehicle crashes. There are three types of burn injuries from airbags: Thermal, chemical, and frictional. Moreover, there are three subtypes within the category of thermal airbag burn, as identified by Tsunetuki in 2003. Herein, we review a case of an airbag burn and report a unique burn case on ‘an upper extremity’, including both thermal and frictional burns.
Air Bags* ; Automobiles ; Burns* ; Friction ; Hot Temperature ; Mortality ; Upper Extremity*

OBJECTIVES: To know the present conditions of industrial accidents in automobile factories in Korea and make the basic materials essential to prevention of industrial accidents METHODS: We reviewed and analyzed the records of industrial accidents occurred in an automobile factory in 1997 by time of occurrence, job categories(fixed production, skilled trades, mechanical material handling, and clerical 8r technical), type of injury, kind of accident, and location of injury. RESULTS: 1. By age groups, the accident rate was the highest in age 45-49(1.6 %o) followed by age 35-39(1.3 %), 40-44(0.9 %), 30-34(0.9 %), 25-29(0.6 %), and 20-24(0.4 %) and by working duration, it was highest in group of experience over 25 years, and so we could see that the more age or working duration increases the more accident rate increases. 2. By work time, the accident rate was the highest in 10-11 a.m. (21.4 %) followed by 2-3 p.m. (17.9%). By the day of the week, it was as follows, Friday(20.5%) Wednesday (17. 9%), Monday (16. 2 %), Thesday (15. 4 %), Saturday (12. 0 %), Thursday(11.1 %), Sunday(6.8 %) in order. By the month, it was high in May(17.9 %), March(11.1 %), and April(11.1 %) followed by August(10.3 %) and January(9.4 %), so we could see it was high in spring. 3. The most frequent injury was in the back by 41.0 % followed by 17 cases in fingers(14.5 %), legs(9.4 %), hands(7.7 %), head(6.0 %) in order. And by the type of injuries, the sprain was most frequent by 38. 5% followed by fracture(22. 2 %, lumbar HNP(11.1 %), and contusion(9.4 %) in order. The causes of accident were handling heavy materials(34.2 %), upset(17.1 %), stenosis(16.2 %), and falling(6.8 %) in order. CONCLUSIONS: By the above results, to prevent the industrial accidents in automobile factories in Korea, preventive activities for handling heavy materials and back injury, and continuous industrial education are necessary.
Accidents, Occupational* ; Automobiles* ; Back Injuries ; Education ; Humans ; Korea ; Sprains and Strains

Orbital fractures are increasing in frequency with the rise in number of automobile accidents and the development of industries. It may be difficult to detect fractures with plain X-rarys of the orbit, because of the superimposition of the shadow by bony structures. Even minor alterations in head position can cause a significant change of shadow. Computed tomography is extremely accurate and can be diagnostic with respect to the location and size of the fractures, because it provides detailed visualization of both the bones and soft tissues of the orbits. We studied 89 patients with orbital fractures proven by computed tomography and the results are as follows: 1. Orbital fractures occurred most frequently between the ages of 11 and 40 years. 2. The causes of orbital fractures were traffic accidents(46.1%), contact with human bodies(24.7%), fall-down injuries(14.6%) and others(14.6%). 3. There was no significant difference in the incidence of orbital fracture between the right and left eyes. 4. In single wall fractures, medial wall fractures were most common, followed by factures of inferior, superior and lateral walls in order. 5. In combined wall fractures, medial and inferior wall fractures were most common.
Accidents, Traffic ; Automobiles ; Head ; Humans ; Incidence ; Orbit* ; Orbital Fractures*

Driver rehabilitation is a component of rehabilitation medicine that specifically focuses on the evaluation and retraining of drivers who have medical conditions that may affect driving capacity. Automobile driving is an instrumental activity of daily living and driver rehabilitation needs a comprehensive approach guided by rehabilitation specialist. Drivers who need evaluation include brain damaged drivers, such as stroke and traumatic brain injury; older drivers, especially those who are suspicious as having dementia; and drivers with psychiatric illnesses. Driver evaluation is constituted of pre-driving (in-clinic) evaluation and behind-the-wheel evaluation. In-clinic evaluation includes history taking and physical examination that focuses on visual, motor and cognitive function. Details of in-clinic evaluation are discussed. Driving performance can be evaluated during simulated or on-road driving or both. Driver retraining can also be done using driving simulator or real automobile equipped with adaptive devices. It is predicted that increasing aged population raises the need for driver evaluation and rehabilitation in the near future. Concerns and participation for rehabilitation specialists in driver rehabilitation is requested.
Aged ; Automobile Driving ; Automobiles ; Brain ; Humans ; Physical Examination ; Specialization ; Stroke